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    SBF
    If you're anything but a solo rider, one commonly overlooked aspect improving the 'quality' of riding or touring with your friends, aside from the motorcycle and riding gear, is having a Bluetooth communication system. The 'comms' as it is more commonly known as in Singapore, is something that not many riders think about but once you have had it once, you'll wonder how you've ever lived without one.
    Amongst its many features, it allows you to operate your phone hands-free, make and receive calls, listening to music via Spotify or other mediums, even tune in to the local radio stations, and also speak with your fellow riding kakis. Sure, if you're just riding around the city on a night ride it might be cheaper to shout through your helmets, but that's not very feasible when riding on the highway or touring up North to Malaysia and Thailand, and that is where the beauty of an integrated communication system comes in.

    Cardo is distributed exclusively in Singapore by Chong Aik International Pte Ltd

    45 Desker Road, Singapore 209576
    Phone: (+65) 6294 2532/1
    Open on: Mon-Fri: 09:00am-06:00pm / Sat: 09:00am-05:00pm
    For the year 2022, leading comms manufacturer Cardo Systems launched a fully revised range of entry and mid-tier products to better position themselves in the market and these are now available here in Singapore via the exclusive distributor - Chong Aik International Pte Ltd. Cardo has always controlled the premium end of the market via their Cardo Packtalk Bold range, which is universally acknowledge within Motorcycle reviewers as edging above their counterpart to be the #1 choice if money is no object.
    ICYMI - Check out @Motorgrapher's review of the Cardo Packtalk BOLD here:
    For the other ranges however, at the lower end of the market, you have generic no brand comms system from China which you can get from AliExpress for under $100, or you have to head towards the higher end of the market where a single Packtalk Bold will cost you in the region of $300+. With Cardo's new 2022 line up however, there is no a product for you, whatever your budget might be and also depending on your usage requirements.

    Today, we will look at the:
    1) Cardo Spirit Single Unit - RRP Priced at S$120 - https://www.chongaik.com.sg/home/2579-cardo-intercom-system-spirit-single.html
    2) Cardo Freecom 4X Duo Pack - Sound by JBL - RRP Priced at S$576 ($288 each) - https://www.chongaik.com.sg/home/2512-cardo-intercom-system-freecom-4x-duo-sound-by-jbl.html
    Special deals are linked at the end of the article, keep reading on to find out more!
    The Cardo Spirit is the replacement for the Freecom 1+ and the Cardo Freecom 4X is the replacement of the Cardo Freecom 4+.
    Difference between the original Freecom 1+ and 4+, versus the new 2022 Cardo Spirit and Freecom 4X courtesy of Chong Aik:

     
    Unboxing
    Both the Freecom 4X and the Spirit comes in distinctive Cardo packaging that you'll be used to by now. What i like about premium brands such as Cardo is that they provide everything you need to install the communication system into your helmet, and even comes with EXTRA stickers, velcros, and cables to make your life that much easier. Both the 4X and Spirit are charged via the latest USB-C standard which means if you have an Android phone, they all use the same cable!

    The Spirit allows for pairing of up to 2 comms system and the 4X allows for up to 4. Depending on your usage and size of your riding group, you might want to splurge a little bit more for the 4X as this gives you the buffer should your riding group grows. Another positive point about Cardo units are that they are fully water/dust/snow-PROOF. Unlike other brands in the market, they often market themselves as just water-resistant, which is not the same as being water-proof.

    Installation We've got to admit, when we were using comms system in the past, we always got the shop to do the installation for us as to the new rider, this might seem a little daunting. However, since Chong Aik kindly provided us with these review units, we thought we might take on the challenge to do the installation ourselves to better understand the product and the process. In the famous words of Jeremy Clarkson, "How hard can it be?".

    We were pleasantly surprised. The entire process from opening the box to completing the installation took no longer than 20 minutes. In fact, the longest part of the process was waiting for the unit to charge fully via the supplied USB-C cable. The Freecom 4X came out of the box with a charge of about 40%, and within half an hour it was fully charged.
    Most modern helmets comes with the cut out of bluetooth comms speakers so installation was a fairly straightforward affair. In order, we completion the installation via the following process.
    Install JBL speakers via supplied velcro -> Install mic at mouth area of helmet -> Run wiring via the main unit to connect the speakers and mic -> Re-install padding of the helmet
    And that was it! All in all a very simple process and definitely a great sense of accomplishment once all is said and done. Once you understand the basics of how everything connects up, it is a matter of plugging in the items. As the plugs are proprietary, there is no worry of plugging something in the wrong way. Being OCD obsessed, we spent a further 20 mins tidying up all the wires and making sure that it was as clean an install as possible.

    Once all was said and done, we turned on the unit and used the Cardo Connect app to make sure everything was working and VOILA! That crisp, clear, and loud sound through the JBL speakers were music to our ears. Oh and did we mention that the units come with automatic volume adjustment to adjust the volume base on external noises? What a smart feature!

     
    First Use & Software The only thing left to do after installation is complete, as with most tech products in 2022, is to pair the unit with your phone. You have to download the Cardo Connect app:
    iPhone: https://apps.apple.com/us/app/cardo-connect/id1333553210
    Android: https://play.google.com/store/apps/details?id=com.cardo.smartset&hl=en_SG&gl=US
    And pair your Bluetooth comms system through the app. The first thing the app will ask you to do is to update to the latest firmware, and this is something that Cardo has made extremely seamless and not what you will get from other brands or China OEM style systems. Updating to the latest firmware gives you all the latest improvements and bug fixes that Cardo has rolled out and keeps your Cardo unit in tip-top condition.

    The app gives you all the functions of the unit (which you can control through voice command as well) but what i did was to use the app to setup the unit as i wanted to use it before setting off on a ride. The phone + app combo is still easier to navigate rather than remembering the voice commands or button combinations on the actual unit itself.
    From the main screen, you can see option for "Radio", "Phone", "Intercom", or "Music", which gives you a very simplistic idea of what you can use the communication systems for. The battery indicator is also very useful to let you know how much battery life you have left. Cardo has a quick-charge feature built into its new products and they claim up to a talk time of 2 hours with just 20 mins of charge!

    Should you wish to dabble more into the settings, the "Audio Profile / General Settings" page is also very intuitive and easy to navigate and you can be up and running in as short as 5 minutes after your first setup. The unit will remember your settings so you do not have to go through the process everything you go for a ride. Set it just once and forget!

     
    Verdict
    Over here at SingaporeBikes.com, we are a strong believer in buy it right and buy it once. Cardo has been represented by Chong Aik exclusively for many years and Chong Aik has shown to stand behind their products. In fact, they are the ONLY comms distributor in Singapore to offer up to 3 years warranty for the Packtalk BOLD Black edition and 2 years warranty for everything else.
    For those of you who do not ride in HUGE riding groups and require up to 2 miles of range, the Freecom 4X sits in very nicely at just $200+ per unit. Comes with all features you could ever ask for and like to like, there is no better comms system on the market. The Freecom 4X comes with an impressive 1.2 miles range which no other comms system in the same price range and feature comes close.

    The Spirit and Spirit HD is also a very nice edition, with its retail price at just over $100, i'd go as far as to say that there's no reason to go for a China brandless OEM comms system now as they are usually priced at around $80. Just for a little bit more money, you get the assurance of Cardo's support and update, 2 years warranty, complete water-proof for worry free riding in the rain, and the build quality of Cardo cannot be disputed. Again, buy it RIGHT, and buy it ONCE. There have been way too many horror stories of brandless comm systems failing within the first few months and incurring more cost!
    SPECIAL DEALS & PROMO!
    Follow Chong Aik International Pte Ltd on their Facebook Page for the latest promo on Cardo products!
    For purchase of SELECTED* Trax helmets, get 25% OFF the Cardo Spirit Single or Duo pack:

     
    As Cardo’s SOLE AUTHORISED DISTRIBUTOR in Singapore, Chong Aik provide:
    ✅ 3-Year Warranty (For Packtalk Black)
    ✅ 2-Year Warranty
    ✅ 1-to-1 exchange (For parts deemed faulty not due to wear and tear)
    *With proof of purchase: Invoice
    Try the CARDO Spirit and CARDO Freecom 4X (Sound by JBL) with Chong Aik, the SOLE AUTHORISED DISTRIBUTOR at:
    Helmets & Apparels Showroom
    📍 45 Desker Road, Singapore 209576
    ☎️ +65 6294 2532/1
    🕘 9am-6pm | Mon-Fri
    🕘 9am-5pm | Sat
    Powerstar Motor P/L
    📍 151 Jalan Besar, Singapore 208869
    ☎️ +65 6392 5803
    🕘 10:50am-7:30pm | Mon-Sun
     
    If any of these new Cardo products tickle your fancy and also for more information, do check out Cardo's international press launch of the Cardo Spirit and Freecom 4X range which is now uploaded to YouTube:
    SBF
    Harley-Davidson Pan America 1250 Special | First Ride Review
      Whether picking your way along a technical off-road trail or wearing down your chicken strips on a twisty paved road, the Pan America 1250 is well-balanced and highly capable. (Photos by Kevin Wing & Brian J. Nelson)
    When you step up to the plate, when you’re facing fierce competitors and all eyes are on you, sometimes you have to swing for the fences. That’s what Harley-Davidson — a 118-year-old American motorcycle manufacturer known primarily for cruisers and baggers — has done with its new Pan America 1250 and Pan America 1250 Special adventure tourers.
    Harley is a new player in the adventure touring segment, which has grown in breadth and depth over the past several decades. BMW recently introduced a 40th anniversary edition of its highly popular — and very capable — R 1250 GS. And there are big-league adventure bikes made by Ducati, Honda, KTM, Moto Guzzi, Suzuki, Triumph, and Yamaha, many of which are best-selling models with years of development and evolution under their belts.

    Styling has tie-ins to the Fat Bob and Road Glide; side-laced wheels are optional.
    During more than a decade of largely stagnant motorcycle sales since the Great Recession, large-displacement adventure and dual-sport models have been a rare source of growth. Harley wants a cut of that action. As it demonstrated with the release of the LiveWire electric motorcycle, Harley wants to expand its customer base. Two ways it can do that are to sell new models to its existing customers, and sell new models to new customers. Some existing customers own a variety of motorcycles, like Rider contributor Bruce Gillies, who owns a Road Glide Ultra, a Triumph Tiger 800XC and a KTM 690 Enduro R. Bruce is retired from the U.S. Navy and buys American-made products whenever he can. He’s also a highly skilled rider who demands a lot from his motorcycles. He’d consider buying a Pan America, but only if it meets his high expectations.
    Harley designed and built an exciting, capable and innovative adventure bike in its first attempt. Given the high profile of the Pan America and the eagerness of naysayers to pounce on any weakness, Harley knew it couldn’t release an odd-duck motorcycle. It learned that lesson with the Buell Ulysses. Belt drive is out, chain drive is in, not only because a chain is light, durable in off-road situations and can be repaired in the field, but also because that’s what many adventure riders demand. A V-twin engine stays true to the brand, but it has to be liquid-cooled and offer the power and sophistication necessary to compete in this segment. The new Revolution Max 1250 V-twin makes a claimed 150 horsepower and 94 lb-ft of torque, and ride modes change output and throttle response at the touch of a button.

    Commanding cockpit has an adjustable windscreen and hand guards. Touchscreen display is bright and easy to use. Harley also knew it needed a hook — a killer app, if you will. And that’s Adaptive Ride Height (ARH), a $1,000 factory-installed option on the Pan America 1250 Special that automatically lowers ride height, and therefore the pilot’s seat, by 1 to 2 inches as the bike comes to a stop. The Special’s semi-active suspension automatically adjusts preload to 30% sag regardless of load, which is what accounts for the range of height adjustment. The system works seamlessly and virtually undetectably, and makes a huge difference in effective seat height. ARH is a real game-changer because seat height is one of the biggest obstacles for some riders to overcome when considering an adventure bike. Furthermore, it brings seat height within reach of more riders without compromising suspension travel or cornering clearance. (Click here to read our technical deep dive into the Pan America 1250’s Revolution Max engine and ARH.)
    After years of development and benchmarking, not to mention teasing at shows and speculation by the media, the first public test of the Pan America was at its press launch. I have to hand it to the folks who planned the event — this was no bunny slope test ride. Hosted at RawHyde Adventures’ Zakar training facility a couple hours north of Los Angeles, we spent two full days flogging Pan America 1250 Specials on- and off-road in the Sierra Nevada mountains and Mojave Desert. We rode nearly 400 miles on highways, twisting mountain roads and off-road trails that included gravel, sand, rocks, tricky climbs and descents — even a few jumps.
     
    Top-shelf semi-active Showa suspension made for a plush landing. Damping rates can be set to Sport, Balanced, Comfort, Off-Road Soft and Off-Road Firm. Greg’s Gear
    Helmet: Fly Racing Odyssey Adventure Modular
    Jacket: Fly Racing Terra Trek
    Gloves: Fly Racing Coolpro Force
    Pants: Fly Racing Terra Trek
    Boots: Fly Racing FR5
    As the saying goes, you never get a second chance to make a first impression. After tip-toeing down the sand-and-gravel access road from Zakar to the pavement and falling into formation on Route 58 with the dozen riders in our group, I began taking mental notes. As with many full-sized adventure bikes, the Pan America was comfortable and accommodating, with plenty of legroom, an upright seating position and a relaxed reach to a wide handlebar. Before the ride began, Harley’s tech staff helped us adjust the dual-height stock seat (33.4/34.4 inches), install either the accessory low or high seat (which reduce or increase the dual heights by 1 inch, respectively) or install accessory 2-inch handlebar risers.
    The whole business of seat heights becomes a little fuzzy because we were on Pan America 1250 Specials with ARH installed. At a stop, the unladen height of the stock seat in the low position is 32.7 inches rather than 33.4 inches without ARH. In its specs Harley also provides laden seat height with a 180-pound rider, which is 31.1 inches on the Special without ARH and 30.4 inches with ARH. Install the $249.95 Reach Solo Seat on an ARH-equipped Special and laden seat height can be as low as 29.4 inches. In other words, Harley went to great lengths to make sure seat height is not a barrier to owning a Pan America, though getting exactly what you want may require an investment.
    Thanks to its powerful Revolution Max 1250 V-twin and excellent chassis, the Pan America is one of the sportiest motorcycles ever to come out of Milwaukee. After humming along the freeway for a half hour with the cruise control on and the on-the-fly adjustable windscreen parting the air smoothly, we turned onto Caliente-Bodfish Road, one of the gnarliest paved roads in the Sierra foothills, and began to wick it up. The Pan America offers eight ride modes — Sport, Road, Rain, Off-Road, Off-Road Plus and three custom modes — which adjust power output, throttle response, engine braking, traction control, ABS and suspension damping. The Revolution Max 1250 is ripper, with a sportbike-like sound, feel and responsiveness, and, thanks to variable valve timing, it delivers generous low-end torque as well as a screaming top end.
    As has become increasingly common, rather than bolting the engine to the frame, the engine serves as the main structural element of the chassis. Attached directly to the engine are a front frame that incorporates the steering head, a forged aluminum mid frame that’s the attachment point for the cast aluminum swingarm and a tubular-steel trellis subframe. Overall the chassis is stiff and robust, contributing to the Pan America 1250 Special’s neutral, stable handling. And Harley used tried-and-trusted component suppliers, with a steering damper made by Öhlins, radial-mount monoblock 4-piston front calipers made by Brembo and suspension made by Showa — a 47mm USD Balance Free Fork and a Balanced Free Rear Cushion-lite shock, both with 7.5 inches of travel. Everything performed to a high level in a wide range of conditions.

    The 
Pan America 1250 Special is available in four color options: Deadwood Green (shown here), Baja Orange/Stone Washed White Pearl, Gauntlet Gray Metallic, and Vivid Black. Standard on the Pan America are cast aluminum wheels (19-inch front, 17-inch rear) shod with specially designed Michelin Scorcher Adventure 90/10 tires, which offered good grip and handling on pavement and during light off-roading. Bikes we tested were equipped with the optional side-laced tubeless wheels (which cost $500 and weigh 14 pounds more than the cast wheels). On the second day, our bikes were fitted with accessory Michelin Anakee Wild 50/50 tires ($449.90), which give up some confidence and grip on pavement but are excellent off-road tires, even at the higher street temperatures we were running. Harley’s RDRS Safety Enhancements package includes IMU-enabled “cornering enhanced” linked ABS and traction control, with settings determined by ride mode (the cornering function and rear ABS are disabled in certain off-road modes). Drag-Torque Slip Control, which is like traction control for the engine to manage rear-wheel traction during aggressive riding, as well as cruise control and hill hold control are also part of the package.
    Reactions to the Pan America’s styling have been mixed. Lacking the prominent beak or high front fender that is popular on many ADV bikes, it stands apart from the crowd, with a headlight design influenced by the Fat Bob and front bodywork inspired by the Road Glide’s sharknose fairing. Above the Daymaker Signature LED headlight, which uses 30 LED elements behind a diffuser lens, the Special has a Daymaker Adaptive LED headlight that illuminates a series of three lights as lean angle reaches 8, 15 and 23 degrees.

    Trona Pinnacles, which served as a backdrop in “Star Trek V” and “Planet of the Apes” among other films, was an ideal off-road test site. Michelin Anakee Wild tires added grip. Harley offers a standard version of the Pan America 1250 that starts at $17,319, but many buyers will probably opt for the Pan America 1250 Special we tested. Starting at $19,999, the Special adds semi-active suspension with automatic preload adjustment (and the availability of ARH as a factory option), the adaptive headlight, the steering damper, a tire-pressure monitoring system, a centerstand, an aluminum skid plate, engine protection bars, hand guards, heated grips and a dual-height rear brake pedal.
    In one shot, Harley-Davidson not only built its first adventure bike, it also built its first sportbike and sport-touring bike. We hammered the Pan Americas for two days, and they never gave up or reacted in an unexpected way or felt out of their depth. Whatever the metric — power, performance, handling, durability, technology, weight, price — the Pan America 1250 Special can compete head-to-head with well-established players in the ADV segment. Is it the best overall, or in any particular category? Well, that remains to be seen — two days and 400 miles, none of which were ridden back-to-back with competitors in the class, is not enough to draw firm conclusions. But this is one rookie that shows great promise.

    Adventure touring, sport touring, on-road, off-road, tall or short rider, solo or with a passenger, with options, luggage and accessories or bone stock — whatever you’re into, the Pan America can be spec’d to satisfy your needs. 2021 Harley-Davidson Pan America 1250 Special Specs
    Website: harley-davidson.com
    Engine Type: Liquid-cooled, transverse 60-degree V-twin, DOHC w/ 4 valves per cyl.
    Displacement: 1,252cc
    Bore x Stroke: 105 x 72mm
    Horsepower: 150 @ 9,000 rpm (claimed, at the crank)
    Torque: 94 lb-ft @ 6,750 rpm (claimed, at the crank)
    Transmission: 6-speed, cable-actuated assist-and-slipper wet clutch
    Final Drive: Chain
    Wheelbase: 62.2 in.
    Rake/Trail: 25 degrees/4.3 in.
    Seat Height: 32.7/33.7 in. (unladen w/ ARH)
    Wet Weight: 559 lbs. (claimed, stock)
    Fuel Capacity: 5.6 gals.
    Article Credits: ridermagazine.com
    SBF
    The Land Transport Authority (LTA) imposes measures on motorcycle COEs to 'encourage prudent bidding'
     
     
    The Land Transport Authority (LTA) will raise the bid deposit for motorcycle Certificates of Entitlement (COE) from S$200 to S$800 in an attempt to “encourage prudent bidding behavior”.
    Starting from the second COE bidding exercise in March – which will take place from Mar 21 to 23 – the bid deposit for category D will increase from S$200 to S$800.
    At the same time, the validity of the Temporary COE will also be shortened from six months to three months. Temporary COEs which have not been used to register a motorcycle within three months will be forfeited and returned to the bidding pool in the next COE quarter.

    On the shortened validity period of the Temporary COEs, LTA said that those which have not been used to register a motorcycle within three months will be forfeited and returned to the bidding pool in the next COE quarter.
    “This will allow unutilised Temporary COEs to be returned to the market more quickly,” the authority said.
     
    It, however, stressed that the motorcycle temporary COEs that have already been obtained before the second COE bidding exercise this month will not be affected.
    “These changes do not apply to other COE categories,” LTA added.
     
    Motorcycle COEs reached an all-time high of S$11,400 at the end of the latest bidding exercise last Wednesday.
    At the same time, COE prices rose across all categories that day. This is the fourth consecutive COE bidding since Jan 19 that premiums have risen across all categories of vehicles.
     
    Article Credits:  todayonline, channelnewsasia
    SBF
    High Motorcycle COE Prices | What Can You Do About It?
    What Can You Do About Soaring Motorcycle COE Prices?
    Reading time: 3 mins
    The Certificate of Entitlement (COE) was introduced in Singapore in 1990, to curb road usage and limit vehicle ownership across the country in the midst of a booming population. Being a small island with limited land space, it’s an obvious solution to avoid congestion and maintain a safe road network. However, the rising costs of COEs, especially for motorcycles this year has severely affected motorbike dealerships and budding riders.
    In this article, we discuss how the COE works, why the current costs for motorcycle COE is going up and what you can do as a biker about the soaring motorcycle COE costs. 
    How does the COE work?
    Basically, the COE system entitles vehicle owners to drive on Singapore roads for up to 10 years. A controlled number of COEs are released twice a month via the Vehicle Quota System (VQS), and the cost largely depends on market demand. 
    Car and motorcycle owners can purchase a COE for their vehicle, once it’s released, by submitting their bid online. The COE prices are then determined by bidders in an open market, causing it to fluctuate as seen in the past few years. 
    Why is Motorcycle COE rising in cost?
    Motorcycle COE has been on a steady rise since the beginning of this year, recording about $8700 in May to a whopping $9689 during the first week of Sept. However, there has been a slight decrease in the last bid (22 Sep 2021) of about $600.
    This hefty COE cost has certainly dampened many riders from purchasing a new bike. Compared to the cost of purchasing a motorcycle, the new COE prices are simply unjustifiable. For example, a Yamaha T150 Sniper with a machine price of about $5000, would cost more than S$13,000 with the current COE price. If you’re familiar with motorcycles, you would know that this is an unreasonably high cost for a lightweight bike. Not forgetting that this does not include road tax and motorcycle insurance. 
    If you’re wondering why the COE prices have skyrocketed recently, then first you must understand the law of Supply and Demand. To put it simply, an item will tend to increase in price when the supply of it decreases, as it becomes a rare item to purchase. On the other end of the scale, the price of the good could also increase when the demand for that good increases.
    On that note, the rise in cost has left some parties perplexed, in view of the high supply of certificates that were made available mid this year. So why exactly has the cost gone up so high?
    One reason could be due to a drop in the COE quota over the past few months because of reckless overbidding. Seeing that the penalty for unused COEs is as low as $200, some bidders may resort to submitting multiple applications with little qualms about being forfeited. 
    However, there may also be genuine demand for motorcycle COEs due to the growing demand of food delivery services. Because of Covid-19 restrictions, which don’t allow dine-in at restaurants, food delivery services like GrabFood and Foodpanda in Singapore have seen a spike in riders, which has inevitably affected the bidding of COE. 
    There have been many speculations, but the fact remains that the cost of owning a motorcycle is ridiculously high as a result of exorbitant COE costs. 
    What Can You Do as a Biker?
    So, the ultimate question you’re probably contemplating is, what can you do about this? Whether you’ve decided to invest in a motorcycle for work or you’re thinking of getting a bike for the love of riding, we understand that this has probably put the brakes on your hopes of buying a new motorcycle.
    One way to dodge the high COE prices is to opt for a cheaper second hand motorbike sold at dealerships. Some dealers may have also bought the COEs at a lower price and while it may be sold at a premium, there’s a better chance of avoiding the recent premiums that are higher.
    Besides that, there are petitions being put forward, such as the ‘Appeal to Review and Increase Cat D (Motorcycle) COE Forfeit Penalty,’. You could also try writing in to the LTA or speak with your MP at Meet the People Sessions to voice out your concerns.
    Bottomline
    Although we know the COE system helps regulate the number of motorcycles on the road, it’s hard to ignore the reality that many rely on their motorcycles to make a living, as in the case of food delivery riders. It’s also an obvious fact that commuting by motorcycle rather than car can actually ease overall traffic congestion. 
    Yes, we all want safer roads with smooth traffic, but there’s no harm in voicing your concerns, especially if it directly impacts your lifestyle and livelihood.
     
    Article Credits: DIRECTASIA
     
     
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    SBF
    Rising petrol prices: Competition watchdog keeping close eye on anti-competitive behaviour
    Fuel nozzles are seen at a petrol station. (Photo: iStock/kckate16)
    Singapore’s competition authority will investigate and take firm enforcement action if it finds evidence of anti-competitive behaviour such as a coordinated increase in petrol prices. This comes as global oil and domestic pump prices spike as a result of Russia-Ukraine tension, said Second Minister for Trade and Industry Tan See Leng on Thursday (Mar 10).
    Responding to a question from Member of Parliament Lim Wee Kiak (PAP-Sembawang) on what the Government is doing to prevent profiteering, Dr Tan said while pump prices are set by the market, the Competition and Consumer Commission of Singapore (CCCS) keeps a close watch to ensure an open and competitive market.
    Since the start of the year, Dr Tan said local retailers have been adjusting their pump prices periodically, as global oil prices and domestic pump prices rise due to tension between Russia and Ukraine.
    He noted that soon after the war broke out, three retailers raised pump prices further on Feb 24 to Feb 25, while the remaining two retailers did not adjust prices.
    “Overall, the increase in petrol and diesel prices reflect the rise in the price of crude oil over the past months,” he said.
    Dr Tan said the Government will continue to monitor price movements in the retail petrol industry, adding that well-informed consumers are also a key deterrent against unreasonable pricing.
    Consumers can compare retail pump prices as well as various discounts and rebates across retailers using Fuel Kaki, a retail petrol price comparison website developed by the Consumers Association of Singapore (CASE).
    Workers' Party (WP) chief and Leader of the Opposition Pritam Singh asked if the Government would consider putting together a support package for private hire and taxi drivers to alleviate their costs, given the steep rise in petrol and diesel prices.
    In response, Dr Tan said the Government is watching the situation very closely, and will not hesitate to roll out more support. 
    However, at this particular point in time, he said the current slew of measures including support packages "appear" to have some impact in supporting these drivers.
    Article Credits: CNA
    SBF
    March 2022 COE Results 1st Bidding: Drastic Increases In Premiums -> Cat D at $11,400
     
    In the 1st COE bidding exercise for March 2022, Cat A closed at $68,501, Cat B at $94,889, Cat C at $48,889, Cat D at $11,400 and Cat E at $98,890.
    Cat A (Cars up to 1600CC & 97KW) received 962 bids and saw a $5,501 increase from the previous exercise. It closed at $68,501.
    Cat B (Cars above 1600CC or 97KW) saw 860 bids and increased by $1,299. It closed at $94,889.
    Cat C (Goods Vehicle & Bus) received 199 bids and increased by $2,388. It closed at $48,889.
    Cat D (Motorcycles) had 602 bids in total and saw an increase of $811. It closed today at $11,400.
    Lastly, Cat E (Open Category) received 318 bids and saw an increase of $5,788. It closed at $98,890.
     
    This is the fourth consecutive COE bidding since Jan 19 that premiums have risen across all categories of vehicles.
     
    Here’s a summary of the 1st bidding exercise for March 2022:
    Category Current COE Previous COE Difference PQP A – Car up to 1600CC & 97KW $68,501 $60,761
      + $5,501 $59,179 (Mar) B – Car above 1600CC or 97KW $94,889 $86,102   + $1,299 $83,464 (Mar) C – Goods Vehicle & Bus $48,889 $44,001 + $2,388 $44,118 (Mar) D – Motorcycle $11,400 $10,010 + $811 $9,882 (Mar) E – Open $98,890 $87,000 + $5,788 -  
    Article Credits Motorist
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    SingaporeBikes.com preferred bike rental company - Auto Exchange Bike Rental - is back with another unbeatable offer for MAR/APR 2022!
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    Cycle world's top picks of 2021 in ten categories!!
    Our fundamental joy in motorcycling is primal, universal, and unchanging. As individuals, we may take that joy from different aspects of riding, as we come at riding from different directions. But at the heart of it, riders are unified in their pursuit of adventure, of movement, of the simple dynamic satisfaction motorcycling brings us all. Our experience over more than four decades of celebrating Ten Best Bikes amply demonstrates both our diversity of taste and shifts in the riding landscape.
    Ultimately, however, the scope and breadth of the bikes we choose simply emphasizes the continued progression of motorcycling excellence. That’s what keeps us looking for that next machine, a bike to help us seek greater experience, which in turn enhances our lives and our well-being.
    As much as anything else, though, motorcycles make us smile. Whether it’s a scrappy little dual sport, a big-bore V-twin tourer, or a high-priced exotic sportbike, the smile is the thing. So, yes, we spent another year devoting ourselves to carefully and painstakingly testing all kinds of motorcycles, running everything we could get on our in-house dyno, sending load after load of testbikes to our performance-testing facility. But more than anything, we simply rode them.
    And we are still smiling. We’re also honored and humbled to introduce the Ten Best Bikes of 2021.
    We hope you’re smiling too.
    Best Adventure Bike: 2021 Harley-Davidson Pan America 1250 Special
    Harley-Davidson’s 2018 announcement that it was going to produce an adventure motorcycle was met with a multitude of responses, ranging from excitement to disappointment to skepticism. The very idea was such an ambitious departure from H-D business as usual that all these responses were valid, and here at Cycle World we felt every one of them. But after our first ride in 2021, our earlier feelings gave way to amazement.
    The Harley-Davidson Pan America 1250 Special is Cycle World’s Best Adventure Bike for 2021. Jeff Allen
    Since then, the Pan America 1250 Special bested BMW’s R 1250 GS and Ducati’s Multistrada V4 S in our 2021 Adventure Bike Comparison, and our amazement matured into simple admiration.
    In its debut year on the market, The Motor Company’s first adventure motorcycle has outperformed the competition both in our testing and on the sales floor, becoming the bestselling adventure bike in the USA for 2021. That’s not a surprise considering its stellar 60-degree DOHC Revolution Max 1250 V-twin produces 128 hp and 81 pound-feet of torque while bolted into a chassis that’s comfortable and quick on the road and highly capable in the dirt.
    In its first year on the market, the Pan America 1250 Special took top honors. Jeff Allen
    Like any big-bore adventure bike worth its salt, the Pan America 1250 Special features a full complement of electronic aids, such as ride modes, lean-sensitive traction control and ABS, and semi-active suspension. It also has one absolute game-changing card in its electronic deck: Adaptive Ride Height, which lets the Pan America lower itself up to 2 inches when coming to a stop. This opens up the PA to adventure riders of all sizes, especially those who worry about the reach down to terra firma.
    Innovative but rational, spectacular but user friendly; exactly what an adventure bike should be. Harley-David­son’s Pan America 1250 Special has not just entered motorcycling’s most hotly contested category, but jumped straight to the top of the field to become Cycle World’s Best Adventure Bike for 2021. That’s as amazing as it is admirable. —Justin Dawes
    Best Middleweight Streetbike: 2021 Aprilia Tuono 660
    It’s not every day that a motorcycle manufacturer takes a legendary platform like the Tuono 1100 V4, slices it in half, and gets a result even a fraction as good as the original. But that’s what Aprilia has done with the all-new Tuono 660. Simply put: It’s freakin’ awesome.
    The Aprilia Tuono 660 is Cycle World’s Best Middleweight Streetbike for 2021. Jeff Allen
    Aprilia has managed to embody the wicked entertainment factor and pure soul of its flagship (and four-time CW Ten Best award-winning) streetbike in an approachable and versatile package designed to entice all levels of riders. Yes, there are still wheelies, lots of them. Plus, around 7,000 rpm, the 659cc parallel-twin engine belts out an exhaust note that’s eerily similar to that of the bigger V4 screaming toward its redline. The twin’s surprisingly aggressive performance is tamed only by its superbike-derived electronics package. Knife-edge handling and OE-fitted Pirelli Diablo Rosso II rubber drive home the message: The Tuono is built for two-wheeled hammering.
    Performance and comfort puts Aprilia’s Tuono 660 at the head of the pack for 2021. Jeff Allen
    But sheer performance only means so much in the middleweight streetbike class, and the Tuono 660 is elevated to class leader by its balance of raw performance and everyday versatility. The attack-style riding position is aggressive, yet manageable for the daily commute. And when settling into a cruise, its engine will happily provide a mellow ride with less chance of a run-in with the law than its big brother. Not to mention the $10,499 MSRP is $5,000 less than the 1100′s.
    The Tuono 660 is an incredible machine that makes a hoot out of any route, especially—but not only—when the front wheel is pointed skyward. —Michael Gilbert
    Best Superbike: 2021 Ducati Superleggera V4
    The ties binding the Superleggera V4 to the Ducati Corse racing department run deep. Yet the Superleggera is far beyond a production superbike or homologation-special racing machine. It’s a no-expense-spared attempt to reach racetrack perfection, unrestricted by racing regulations. And it’s dripping in the until-now-unobtanium technical know-how that’s made Ducati’s MotoGP project so successful.
    The Ducati Superleggera V4 is Cycle World’s Best Superbike for 2021. Jeff Allen
    The spec sheet numbers are damned impressive, but they touch only lightly on the Superleggera’s potential. A claimed 234 hp in racing-kit trim paired with a 336-pound dry weight (drained of necessary fluids and sans battery) make for a power-to-weight ratio unlike anything on the market. But this motorcycle’s overall refinement and rideability are what makes it so special. It’s a beast on the verge of chaos, tamed only by Ducati’s race-spec technol­ogy. Take its biplane aerodynamic winglets and “predictive” Ducati Traction Control Evo 2 system, for example. Both are directly derived from the Desmosedici grand prix machines; both add unparalleled performance, plus a degree of control over a truly beastly machine that you may have not thought possible.
    A cool $100,00 is the price of admission for the Best Superbike for 2021. Jeff Allen
    All of this translates to a remarkable riding experience that’s closer to modern-day MotoGP-level performance than anything else publicly available. The difference is, 500 lucky buyers have the opportunity to actually purchase this capability. So even you can own the Superleggera V4, provided you bring the $100,000.
    Dreamers can dream. But the Superleggera brings us closer to our grand prix fantasies than ever before. —Michael Gilbert
    Best Lightweight Streetbike: 2021 Honda CRF300L
    Leave it to Honda to offer a dual sport bike that wins a Ten Best category with “streetbike” in the name. The “nicest people” motor company has always been good at making its off-road-only models easy to hop on and get used to, but the CRF300L’s comfort goes beyond that, bringing that easy-going attitude to both pavement and mild dirt riding.
    The Honda CRF300L is Cycle World’s Best Lightweight Streetbike for 2021. Jeff Allen
    Considering the size of the fuel-injected liquid-cooled DOHC four-stroke single-cylinder 286cc engine, and the intended segment of the bike it’s in, low-to-midrange torque is impressive. This makes stop-and-go city riding less of a hassle, and accelerating out of corners on twisty roads is fairly easy as long as you’re in the correct gear. Thankfully, the six-speed transmission is more than willing to shift and is complemented by a nearly effortless cable clutch pull.
    A nonadjustable Showa 43mm inverted fork and a Showa shock adjustable for spring preload, each with 10.2 inches of travel, are more than up to the task of soaking up potholes, broken asphalt, and fire road imperfections. Handling is quick yet predictable, ergonomics are agreeable, wet weight is reasonable at 309 pounds, seat height is relatively low at 34.7 inches, and the dashboard is refined and plenty informative.
    Honda’s CRF300L is an excellent value with commendable versatility. Jeff Allen
    With a suggested retail price of $5,249, the revamped CRF300L offers a lot of bang for your buck, especially considering its infrequent maintenance requirements and its sheer practicality. You can think of the CRF300L as an ultraversatile, ultrafun commuter. But you should also think of it as an excellent motorcycle for all riders, regardless of the experience under their belts or the surface beneath their tires. —Andrew Oldar
    Best Open-Class Streetbike: 2021 Suzuki Hayabusa
    The Suzuki Hayabusa has been around long enough that it’s become easy to take its existence for granted. This wasn’t always that case. At its introduction as a 1999 model, it was instantly striking; never had a motorcycle had more gravity. Yes, at the time it looked weird, and its specs made a lot of promises. But it took exactly one record-setting quarter-mile to realize that the whole motorcycle planet had changed. From that moment to this, nothing else has quite carried the same force as the Hayabusa.
    The 2022 Suzuki Hayabusa is Cycle World’s Best Open-Class Streetbike for 2021. Jeff Allen
    The new version builds on the bike’s past success, if perhaps shifting it slightly toward GT territory. True, spreadsheet fanatics were disappointed by the reduced peak claimed output numbers. But we are here to tell you that the 168 hp and 102 pound-feet of torque recorded on the Cycle World dyno remain intergalactically satisfying. Power has always been a ‘Busa forte, but the beauty here is found in how the bike carries its powerful self. Comfortable enough for sport-touring, dynamic enough for trackdays; none of the big road-burners has ever truly toppled the king of the class in terms of overall balance.
    Suzuki’s Hayabusa is a well-rounded cruise missile. Jeff Allen
    As a 2022 model that’s been available for months, and with plenty of time for testing and competing for Ten Best this year, this heavily reworked machine gets a full suite of rider aids (including, of course, launch control), tightened and tautened styling, and updated suspension and brakes. So the big bike’s look is crisper, its stock performance more accessible, and thanks to a pile of engine reinforcements and other changes, it can take more aftermarket horsepower mods than ever. Therefore the Hayabusa is better for all on the street and meaner than ever under boost. It’s a great privilege to take all that for granted. —Mark Hoyer
    Best Enduro/Dual Sport: 2021 Yamaha WR450F
    Following in the footsteps of Yamaha’s flagship motocrosser makes for a great path, even for an enduro model like the WR450F, which typically enjoys updates similar or identical to the YZ450F the following year.
    But the WR450F isn’t just a motocross bike with a headlight. Its wide-ratio five-speed transmission, ECU tuning, spark arrestor-equipped muffler, suspension setting, and engine mount combination are all aimed at making the bike easy to manage on the trail yet capable of hauling the mail.
    The Yamaha WR450F is Cycle World’s Best Enduro/Dual Sport for 2021. Jeff Allen
    Clean, smooth power delivery with quick throttle response makes the WR450F a joy to ride, especially in technical terrain. Gear ratios allow for everything from trials-bike-like crawling to eye-watering speeds across the desert. While it’s more controllable, the WR450F engine’s maximum output isn’t dramatically less than the YZ450F. It spins 48.9 hp and 31.8 pound-feet of torque on the Cycle World dyno, meaning the enduro’s peak figures are only 4.2 hp less and 0.9 pound-feet down from the motocrosser.
    Yamaha’s WR450F gives you near-motocross levels of power with off-road usability. Jeff Allen
    Yamaha’s KYB Speed Sensitive System (SSS) 48mm coil-spring fork and KYB shock are, simply put, the best stock dirt bike suspension components. Settings are under­standably soft for enduro, but plushness is outstanding, especially when hitting obstacles. Chassis comfort is high and aids the phenomenal suspension in soaking up impacts.
    So perhaps the WR450F is indeed a motocross bike with a headlight. At least, in the sense of offering a majority of the YZ450F’s performance while being capable of tackling just about any terrain you put in front of it. —Andrew Oldar
    Best Standard: 2021 Triumph Trident 660
    There’s something to be said for refinement. Take the Triumph Trident 660; it may be an all-new model for 2021, but it represents decades of Triumph’s technical know-how and performance distilled into a package that’s as approachable for beginners as it is engaging for seasoned veterans.
    The Triumph Trident 660 is Cycle World’s Best Standard for 2021. Jeff Allen
    The heart of the Trident is a DOHC 659cc inline-triple, fundamentally a destroked version of the legendary Street Triple 675 that’s been domesticated into a more versatile and amiable streetbike companion. But its modest Cycle World-measured 72.1 hp and 42.9 pound-feet of torque don’t do it justice: While the direct throttle response inspires rider confidence with its gentle delivery, the bike also flat out rips toward redline. If you aren’t the one on the Triumph, you’ll want to be the one right behind it so you can bask in its deep exhaust note.
    Triumph’s Trident 660 offers modern features, cool styling, and a wonderful triple powerplant for well below $9,000. Jeff Allen
    A light clutch pull, a nimble chassis, and a relatively low 32.2-inch seat height add to the bike’s user-friendliness. Triumph has decked it out with plenty of desirable modern features, including ride-by-wire technology, traction control, ABS, and a TFT display with Bluetooth smartphone connectivity. And it’s beautifully finished, as you would expect from a manufacturer that’s been building premium motorcycles for more than a century. Given all that, the Trident’s price tag comes as a genuine surprise: Asking only $8,195 for this much motorcycle is refinement indeed. —Michael Gilbert
    Best Cruiser: 2021 Harley-Davidson Heritage Classic 114
    High technology and outright performance do not define the best cruiser. Motorcycle sales in America have shown that for a long time. Lighter, higher-revving motorcycles with deeper lean angles have helped push cruisers forward, but the core of this genre remains rooted in tradition, style, and heritage. The Harley-Davidson Heritage Softail has housed three generations of V-twin engine; since 2017, it’s been the Heritage Classic 114. So why is it just now, four years later, winning Ten Best? Because this year, Indian and BMW both used their extensive resources to make a better cruiser—and neither could.
    The Harley-Davidson Heritage Classic 114 is Cycle World’s Best Cruiser for 2021. Jeff Allen
    The 2021 debut of BMW’s R 18 platform and Indian’s new Chief line meant the heavyweight cruiser segment saw more competition than it had in years. In separate comparisons, we paired each new platform against a 2021 Softail: the R 18 First Edition against a Softail Slim and the Super Chief Limited against a Heritage Classic 114. Not only did the Softails beat their competitors on the spec sheets, but the feel and rider connection of the Harleys are unmatched.
    Harley’s Heritage Classic 114 wonderfully recalls The Motor Company's past while offering the performance of today’s H-D. Jeff Allen
    So while the Slim is an excellent example of a stripped-down cruiser, the Heritage Classic represents Harley’s past and present in truly unique fashion. Simply look at this model and you’ll see the 1986 Willie G. Davidson-designed Heritage Softail. Squint a little and you can see a soft-bagged Knucklehead. While there are motorcycles in this genre that might outperform the Heritage in specific categories, none of them better embody what a cruiser should be. —Morgan Gales
    Best Touring Bike: 2021 Honda Gold Wing Tour DCT
    Honda’s Gold Wing is a perennial winner of Best Touring Bike in Cycle World’s Ten Best. Even in the years it hasn’t taken the top honor, it’s been in the discussion. Which is usually as heated, if not as cozy, as the seats and grips on the 2021 Gold Wing Tour DCT model. True, arguing the best of any segment in Ten Best can get uncomfortable, but what is inarguably not uncomfortable is the Gold Wing’s passenger experience.
    The Honda Gold Wing Tour DCT is Cycle World’s Best Touring Bike for 2021. Jeff Allen
    Are we getting a little goofy? Perhaps. To be fair, touring bikes can seem kinda goofy, all their comforts at right angles to what many see as the raw, elemental experience of riding. But believe us, we take their casual continent-crossing capabilities very seriously—as does Honda, who focused on co-pilot comfort with the 2021 Gold Wing. That’s a serious concern, as most people in the new touring motorcycle market need the rear seat resident to sign off on the purchase.
    A more relaxed backrest angle of 24.5 degrees (increased from 17 degrees) reduces pressure on passenger hips. The backrest is also 30mm taller, and 5mm of foam has been added under the faux-suede seat cover. During the press ride of the 2021 model, my wife found the new space so comfortable and relaxing that she nearly nodded off.
    Passenger comfort has been increased on the Gold Wing for 2021. Jeff Allen
    With that taller backrest comes a larger top trunk with 11 liters more storage than before, meaning it now fits two XL full-face helmets or, in our official estimation, up to two additional regulation-size souvenir jackalopes. Audio system power has been bumped up to 55W; Android Auto is now standard, along with Apple CarPlay.
    Touring capability that tops the class, handling that belies its mass, and one of the sweetest engines Honda has ever built; it’s easily enough to keep the Gold Wing in the running. Now, with its added passenger comfort, refined sound system, and more storage, it’s an easy pick. Excuse us while we set the navigation over the horizon—and pick out some upbeat music to keep our passenger awake. —Justin Dawes
    Best Motocrosser: 2021 Kawasaki KX450
    Finding an ideal balance for a 450 motocross bike is no easy task. Making such a powerful engine work in harmony with the suspension and chassis is the name of the game. That’s the KX450′s paramount quality, and it’s what makes Kawasaki’s flagship motocrosser so great.
    Since its 2019 overhaul, the KX450 has impressed with quick yet pleasant power delivery, plush Showa suspension setup, and a chassis that carves a corner at a moment’s notice while maintaining composure at speed regardless of terrain. Add in class-leading ergonomics thanks to slim radiator shrouds, a flat seat, and a rider triangle that fits and pleases riders of all sizes, and you have one impressive package.
    The Kawasaki KX450 is Cycle World’s Best Motocrosser for 2021. Jeff Allen
    A new coned-disc-spring hydraulic clutch for 2021 makes the already effortless lever pull even smoother than before. A switch to Renthal’s Fatbar 839-bend handlebar, which is 6mm lower and has 11mm less rise and 2mm less sweep than the outgoing Renthal 971-bend, results in an even better-proportioned riding position.
    For the third year in a row, Kawasaki’s KX450 has taken top honors in the motocross segment of CW’s Ten Best. Jeff Allen
    Taking on a motocross track’s challenging terrain requires courage, determination, and a certain sense of optimism. Any of these virtues can be enhanced or diminished in proportion to a rider’s confidence in their machine, especially when the machine is a 450. With the KX450, Kawasaki has a machine that caters to the masses and AMA pro racers alike. A tip of the visor to Team Green on scoring a hat trick in this highly competitive segment of Cycle World’s Ten Best. —Andrew Oldar
    Article Credits: Cycle World
     
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    HONDA ADV350 (2022 - on) Review

     13  Highlights
    New 330cc scooter from Honda Goes and handles like a motorcycle Generously equipped At a glance
    Power: 29 bhp Seat height:      Medium (31.3 in / 795 mm) Weight: Medium (410 lbs / 186 kg) Overall rating
    Author: Michael Neeves
    Rating:  4 out of 5 (4/5)
     
    Honda struck gold when they released the X-ADV in 2017. Half scooter, half adventure bike, it may not have captured the imagination of riders in the UK, but for the rest of the world, especially Europe, where scooter culture a much bigger part of everyday life, they’ve flown out of showrooms.
    Not only did they sell nearly 44,000 of them up to the end of 2021, but it was also Honda’s best-selling bike of that year, too. So, it makes sense that they’d produce a smaller, more affordable version: the ADV350.  
    The new twist-and-go makes perfect sense for commuters who want a bit more poke and flexibility than a 125. Not only will the ADV350 ping to motorway speeds as quick as you’d naturally accelerate on a motorcycle and do over 95mph, it has genuine big-bike handling, braking power and road presence.
     

     
    Whether or not an adventure-styled mid-sized scooter that can handle a spot of light off-road floats your boat, one thing’s for sure: the ADV350 is an impressive machine in its own right.
    It feels every inch a well sorted – albeit sometimes firm, motorcycle with strong performance and solid, reassuring handling, but it also enjoys all the benefits of being an easy to live with twist-and-go-too.
    It’s smooth, simple to ride, comfortable and with superb fuel economy and lots of storage, it’s practical, too. Best of all it’s cheaper than its premium brand rivals, despite its superb build quality and generous equipment level.  
     
        Ride quality & brakes 4 out of 5 (4/5)   What really separates the ADV350 from your average scooter is the way it’s screwed together and how it holds the road. This is no flimsy, built down to a price runabout.   It’s solid, well finished (it comes in red, silver and black) and doesn’t crash, bang and fold itself in half when you show it a small bump. Granted the ride can be firm over rough roads – the payoff for being able to handle the dirt, but thanks to its lightweight tubular steel frame and proper forks, the Honda is stable, confident in corners and its Metzelers have lots of wet and dry grip.     Honda’s Rome-based R&D department have been unapologetically bold with the adventure styling, too. It’s a physically large and substantial machine, but at the same time light, agile and manageable to ride.   Its demeanor also serves to keep you safe - it looks so much like motorcycle at a glance, you don’t get bullied by traffic, like you do on a conventional scooter. It’s comfortable, too, but with such tall bodywork in front of the seat it’s not as easy to swing your leg over as a regular 'step through'.     The action of the manually adjustable screen is simple, too. In its high position (it has a 133mm range) it’s great for keeping rain off around town and in the lower, more raked positions there’s minimal buffeting for motorway riding. It’s actually quieter the lion’s share of 'proper' adventure bikes.     Engine 5 out of 5 (5/5)   Powered by the same 29bhp, 330cc single cylinder engine you’ll find in Honda’s maxi scooter-style Forza 350 and pizza delivery-shaped SH350i, the ADV350 is smooth, quiet and friendly.   Spritely performance has more in common with a big cube maxi-scooter than an oversized 125 and it’s smoother at low speed than its bigger 750cc parallel twin cylinder sister, simply because it has a proper ‘elastic band’ scooter CVT gearbox, rather than the X-ADV’s jerky DCT.   Honda claims 83mpg, which adds up to a 213 range from its 11.7-litre fuel tank.       Reliability & build quality 5 out of 5 (5/5)   Although it’s a new model, you can use Honda’s X-ADV and 300/350cc scooter range as a gauge to any reliability issues… and there aren’t any. Fit and finish are excellent, too.       Value vs rivals 4 out of 5 (4/5)   It isn’t cheap, but when you look at the level of spec and performance you get for the money, the asking price becomes more agreeable.     The ADV350 doesn’t have any direct rivals, but it’s cheaper than the Suzuki Burgman 400, Yamaha’s XMAX 300 and even the Kymco XCITING S 400.   You can find cheaper mid-size scoots from the less premium manufacturers, but they won’t have the Honda’s build quality, level of equipment or resale value.     Equipment 4 out of 5 (4/5)   Standard goodies include 37mm Showa upside down forks and twin piggyback shocks with dual rate springs, a Nissin front brake caliper, a four-way adjustable screen, hand guards, wide adventure style handlebars, LED lights, keyless ignition, two USB chargers, ABS and two-stage (including 'off') torque control.   It has small scooter-sized (15in front, 14in rear) aluminium cross-spoke wheels, but they’re shod with top notch Metzeler Karoo Street dual purpose rubber…just in case you need to ride across a field on your way to work.       48 litres of underseat storage (with a removable separator plate) is enough for a full-size helmet and a smaller scooter-style lid. It also has a 2.5 litre glove box.   Multi-function LCD dash, controlled by left switchgear has smart phone voice control for calls, navigation, music and texts via Honda’s RoadSync app.   Accessories include a 50-litre top box that works with the keyless system, a rear rack, heated grips, a U lock and bike cover       Model history & versions Model history 2022: Honda ADV350 introduced Other version
    There are no other versions of the Honda ADV350.  




     
    Article Credits: motorcyclenews
     
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